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Zero

   

Husqvarna WR 250E

 

 

 

 

Make Model

Husqvarna WR 250E

Year

2004-06

Engine

Liquid cooled, two stroke, single cylinder, HTS Power Valve

Capacity

239
Bore x Stroke 66.4 x 72mm
Compression Ratio 8.4:1

Induction

38mm Mikuni TMX

Ignition  /  Starting

CDI  /  kick

Max Power

 

Max Torque

Transmission  /  Drive

5 Speed  /  chain
Gear Ratio 1st: 20,220  2nd: 16,513  3rd: 13,564  4th: 11,422  5th: 9,932
Frame Steel single tube cradle (round tubes); rear frame in light alloy

Front Suspension

Marzocchi "Upside-Down" telescopic hydraulic fork with advanced axle, compression and rebound stroke adjustment

Rear Suspension

Sachs progressive "Soft Damp" type with single hydraulic shock absorber, spring preload adjustment, compression and rebound adjustment

Front Brakes

Single 260mm disc

Rear Brakes

Single 220mm disc

Front Tyre

90/90 -21

Rear Tyre

140/80 -18

Dry Weight

103  kg

Fuel Capacity

9.5 Litres

We rode the Husky in completely different conditions from the KTM, heading down to the bone-dry Watagans for a run with the Smith brothers.
Perhaps the best way to illustrate the bottom-end to mid-range power of the WR is to admit to flipping the thing in the first five minutes...Just a hudge of throttle up a bank and over she went, easy as that. We pulled some healthy respect from the bumbag and rode on.
The delivery was slightly smooter than the KTM's but that may have been because the jetting was rich. It does pull very well off the bottom but there is less snap and more of an easy progression through the rev range, which aids traction in the tight and steep pinches. Again there is more than enough power on tap, any time, any where, and the engine responds instantly to the throttle. If anything, peak power is slightly higher than it is on the KTM 250EXC.
Where the Husky particularly shines is in its ability to tractor up damn near anything. The torque the thing produces is awesome and it is unstoppable on a hill. Time and again it virtually idled up steep, root strewn and rutted hills, refusing to die and needing very little help from the clutch.
The clutch itself lacks the smoothness of the KTM's hydraulic unit, but the pick-up is well controlled and flogging it doesn't cause any problems. The Husky's gearbox has sensibly spaced ratios with a reasonably low first and a comfortable 90kph transport cruising speed.

Suspension

The Husky has a firmer suspension set-up then the KTM and is probably the better choice for the faster rider, straight from the crate. The initial action isn't as plush so there is less dive into corners under brakes, but there is very little deflection either. It's an interesting thing to diagnose, but while the Husky feels firm, the suspension si reasonably supple on the smaller hits. Imagine a winding single track, more of a rut than anything else. Picture a 300m straight step over a root. The Husky just runs straight over, like it isn't there. Same with rocks; a pneumatically-cushioned double hit, nothing through the bars, and you're gone.
Launch the WR over an erosion bank and the result is pure bliss, with the firm-footed landing you'd expect from a motocrosser on a formed track. It's a very good set-up for the faster guys, and one even the casual rider would quickly appreciate.

Handling

Like the KTM, the Husky feels very confident over the ground. It will hold a line with ease, be it a vertical one, or even a deeply rutted and broken one. While the front feels firmly planted to the deck, a touch of throttle will float it over most things and as long as the front is pointed the rear will surely follow.
High speed stability is top-line and the longish wheelbase means that feet-up power slides are beautifully easy to control. Get it back on the single tracks though and it feels equally as confident carving tight lines in first and second. The good suspension obviously helps here, but some clever geometry has given the WR the best of both worlds

Odds & Sods

Harder to kick over then the KTM, mainly because of a shorter kickstart lever.
Nice enduro touches like the quick-release seat which gives excellent access to the airfilter and shock.
Hate the black tank. Again. Still
Sensible noise output impresses everyone within earshot.
Great feel from both brakes means they work well either fast or slow.
We can also appreciate the strong rear subframe.

Go the Husky

The WR250 is a harder-edged bike then the KTM, wiht the logical ramifications when it comes to market appeal. Slower riders will not like the firmer suspension set-up while faster guys will lap it up. For those with a reasonable pace, the WR is a very rewarding bike to toss through the bush, and one which will take many riders to places they thought were technically beyond them.
And that's a good thing.

Still in the Running?

Are the current 250s still in the running when compared to the new four-strokes? In a word, yes. In several words, when it comes ot carving a fast line through tight bush, they leave the mongrels for dead!
Add it up. Your average 250 two-stroke makes more power and weighs around 10kg less then your average four-stroke. Less weight means beter hadnling, better braking, less fatigue, and better suspension actions. More power equals more fun.
This exercise was an education. The two-stroke, far from being dead, may just be heading for a revival!

Source husky.com.au

 

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